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BANCROFT 
LIBRARY 


THE  LIBRARY 

OF 

THE  UNIVERSITY 

OF  CALIFORNIA 


American 

Railroads,  i 


Their  Relation  to 
Commercial, 
Industrial  and 
Agricultural  Interests. 


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An  Address  by  George  H.|Daniel8, 
General  Passenger  Agent, 
New  York  Central  &  Hudson  River  Railroad, 
And  President  of  the 

American  Association  of  General  Passenger  Agents 
Before  the 

International  Commercial  Congress, 
At  Philadelphia, 
October  25th,  1899. 


Reprinted  from  the 

Buffalo  Evening  News. 


,    M  ' ;  i  ■  /-   ^ 
Mr.  Chairman  and  Gentlemen  of  the  International 

Commercial  Congress : 

I  congratulate  the  United  States,  and  every  com- 
mercial country  on  the  globe,  upon  the  interest 
which  this  Congress  has  inspired,  and  which  has  se- 
cured the  attendance  of  the  representatives  of 
commercial  bodies  from  practically  every  country  of 
the  world. 

I  also  congratulate  the  City  of  Philadelphia,  the 
greatest  manufacturing  city  in  the  United  States, 
upon  the  public  spirited  character  of  its  citizens,  who 
have  organized  and  carried  to  a  successful  issue  the 
National  Export  Exposition. 

The  holding  of  such  expositions  as  this,  and  the 
Pan-American  Exposition  to  be  held  in  Buffalo  in 
1901,  cannot  but  be  of  great  value  in  aiding  the  ex- 
tension of  international  commerce,  and  the  whole 
world  is  interested  in  its  extension. 

An  A§fc  of  Transportation. 

One  of  our  great  writers  has  said  of  this  closing 
period  of  the  nineteenth  century,  that  it  is  an  age  of 
transportation. 

Transportation  underlies  material  prosperity  in 
every  department  of  commerce.  Without  trans- 
portation commerce  would  be  impossible. 

Those  states  and  nations  are  rich,  powerful  and 
enlightened  whose  transportation  facilities  are  best 
and  most  extended.  The  dying  nations  are  those 
with  little  or  no  transportation  facilities. 

Richest  Country  on  the  Globe, 

Mr.  Mulhall,  the  British  statistician,  in  his  work 
on  "The  Wealth  of  Nations,"  said  of  the  United 
States  in  1895  :  "  If  we  take  a  survey  of  mankind, 
in  ancient  or  modem  times,  as  regards  the  physical, 
mechanical  and  intellectual  force  of  nations,  we  find 
nothing  to  compare  with  the  United  States." 

Mr.  Mulhall  proved  by  his  statistics  that  the  work- 
ing power  of  a  single  person  in  the  United  States 


was  twice  that  of  a  German  or  Frenchman,  more 
than  three  fc'mee  that  ^f  an  Austrian  and  five  times 
that  of  an  Italian.  He  said  the  United  States  was 
then  the  richest  country  in  the  world,  its  wealth  ex- 
ceeding that  of  Great  Britain  by  thirty-five  per  cent, 
and  added  that  in  the  history  of  the  human  race  no 
nation  ever  before  possessed  forty-one  millions  of 
instructed  citizens. 

Should  Mr.  Mulhall  revise  his  figures  to-day,  the 
diflferences  would  all  be  in  favor  of  the  United  States, 
for  in  the  past  eighteen  months  we  have  demon- 
strated the  superiority  of  our  manufactures  in  every 
directien,  and  our  ability  to  cope  successfully  with 
questions  which  have  heretofore  been  handled  exclu- 
sively by  the  older  nations  is  now  recognized  by  all 
the  world. 

Results  of  War  Between  Japan  and  China* 

In  an  address  before  the  New  York  Press  Associa- 
tion, four  years  ago,  I  referred  to  the  future  of  our 
export  trade,  as  follows  :  "One  of  the  inevitable  re- 
sults of  the  war  between  Japan  and  China  will  be  the 
opening  to  the  commerce  of  the  world  of  fields  here- 
tofore unknown,  perhaps  the  richest  on  the  globe," 
and  in  urging  the  members  of  the  New  York  Press 
Association  to  do  everything  in  their  power  to  assist 
in  securing  to  the  United  States  a  portion  of  the 
great  commerce  to  be  developed  between  the  west- 
ern nations  and  these  two  old  countries  of  the  world, 
I  asked  these  questions  : . 

"  Shall  the  grain  in  China  and  Japan  be  harvested 
by  machines  manufactured  in  the  United  States,  or 
will  the  manufacturers  of  England  and  Germany  sup- 
ply them  ? 

"  Shall  the  fires  in  Yokohama  and  Tientsin  be  ex- 
tinguished with  engines  built  at  Seneca  Falls,  or  will 
France  or  England  send  their  fire  engines  to  Japan 
and  China  ? 

"  Will  the  locomotives  to  haul  the  fast  mail  trains 
between  Yokohama  and  the  interior  of  Japan  and 
through  the  rich  valleys  of  China  be  built  at  Schen- 
ectady, Philadelphia  or  Dunkirk,  or  will  our  Oriental 


friends  and  neighbors  in  the  Pacific  buy  them  of  our 
English  cousins  ?  " 

I  predicted  that  active  efforts  toward  the  exten- 
sion of  American  commerce  by  commercial  bodies, 
supported  by  a  liberal  and  broad-minded  policy  on 
the  part  of  our  government  in  connection  with  the 
aggressive  action  of  the  transportation  companies, 
would  undoubtedly  secure  to  the  United  States  the 
blessings  that  come  from  a  great  and  varied  com- 
merce, and  I  said  that  the  New  York  Press  Associa- 
tion, and  similar  associations  all  over  the  country, 
could  stimulate  a  public  spirit  that  would  insure  the 
important  results  outlined. 

At  that  time  we  had  no  idea  that  a  war  between 
one  of  the  old  nations  of  the  earth  and  our  young 
Republic  would  be  fought ;  at  that  time  we  had  no 
idea  that  American  manufacturers  would  be  furnish- 
ing locomotives  to  the  English  railroads  as  well  as  to 
those  of  nearly  every  other  country  on  the  globe. 
No  one  thought  four  years  ago  that  American  bridge 
builders  would  go  into  the  open  market  and  success- 
fully compete  for  the  building  of  a  great  steel  bridge 
in  Egypt ;  nor  that  in  so  brief  a  time  American  en- 
gineers would  be  building  railroads  into  the  interior 
of  China  from  her  most  important  seaports. 

At  that  time  no  one  supposed  that  the  Trans- 
Siberian  Railway  would  be  laid  with  steel  rails  made 
in  Pennsylvania,  upon  cross-ties  from  the  forests  of 
Oregon,  and  that  its  trains  would  be  hauled  by 
American  locomotives ;  nor  that  this  great  railway 
which  is  to  stretch  from  St.  Petersburg  to  Vladivo- 
stock  and  Port  Arthur,  a  distance  of  more  than  6,000 
miles,  would  be  completed  two  years  in  advance  of 
the  original  expectation,  as  a  result  of  the  use  of 
American  construction  tools  and  machinery. 

But  this  is  all  true,  and  it  is  further  true  that  the 
tools  and  machinery  for  the  construction  of  the 
western  portion  of  the  Trans-Siberian  Railway  were 
supplied  by  American  manufacturers,  at  about  one- 
half  the  price  that  Russia  had  been  paying  previ- 
ously, and  with  this  American  machinery  the  Russians 


are  able  to  do  nearly  double  the  work  that  they 
could  perforin  with  the  machinery  manufactured  in 
other  countries. 

An  Empire  Express  in  the  Orients 

In  a  letter  from  a  friend  in  Tokio,  Japan,  written 
only  a  short  time  ago,  there  was  this  significant 
sentence  :  "  You  will  be  interested  in  knowing  that 
I  have  hanging  on  the  wall  of  my  office  a  framed 
picture  of  your  '  Empire  State  Express,'  and  we  ex- 
pect in  the  near  future  to  be  hauling  a  Japanese 
'Empire  Express,'  with  an  American  locomotive." 
They  have  now  in  Japan  more  than  one  hundred  lo- 
comotives that  were  built  in  the  United  States.  In 
Russia  they  have  nearly  one  thousand  American 
locomotives,  and  practically  every  railway  in  Great 
Britain  has  ordered  locomotives  from  this  country 
since  the  beginning  of  the  war  with  Spain. 

In  this  connection  it  will  be  interesting  to  note  in 
passing  that  the  second  American  locomotive  was 
built  at  the  West  Point  Foundry,  near  Cold  Spring, 
on  the  Hudson  River,  and  was  called  the  "Best 
Friend,"  and  from  that  day  to  this  the  locomotive 
has  been  one  of  the  best  friends  of  this  Republic. 

Our  Superior  Railway  Equipment. 

But  it  is  not  alone  our  locomotives  that  have  at- 
tracted the  attention  of  foreigners  who  have  visited 
our  shores,  our  railway  equipment  generally  has 
commanded  admiration  and  is  now  receiving  the 
highest  compliment,  namely,  imitation  by  many  of 
our  sister  nations. 

Prince  Michel  Hilkoff,  Imperial  Minister  of  Rail- 
ways of  Russia,  'has,  since  his  visit  to  the  United 
States  a  few  years  ago,  constructed  a  train  on  much 
the  same  lines  as  the  "  Limited  Trains  "  of  the  New 
York  Central  and  the  Pennsylvania. 

Only  a  short  time  ago,  at  the  request  of  one  of 
the  Imperial  Commissions  of  Germany,  I  sent  to  Ber- 
lin photographs  of  the  interior  and  exterior  of  our 
finest  cars  and  other  data  in  relation  to  the  opera- 
tion of  American  railways.     Several  other  countries 

6 


have  asked  for  similar  information  and  there  is  a 
general  waking  up  of  foreign  nations  on  the  subject 
of  transportation,  brought  about  mainly  by  the 
wonderful  achievements  of  American  railways. 

The  demand  for  American  locomotives  from  all 
parts  of  the  world  is  attributable,  in  the  first  place, 
to  the  superior  quality  of  our  machinery,  and  in  the 
second  place,  to  the  fact  that  the  general  passenger 
agents  of  the  American  railways  have,  through  their 
advertising,  made  the  marvelous  results  accom- 
plished by  our  locomotives,  household  words  in  every 
country  on  the  globe. 

A  Naval  Object  Lesson. 

The  admiration  of  foreign  nations  for  us  is  not  by 
any  means  confined  to  railways.  One  incident  that 
startled  the  entire  world,  and  directed  the  attention 
of  thinking  people  everywhere  to  American  achieve- 
ments in  machinery,  was  that  of  the  United  States 
Battleship  "  Oregon,"  built  at  the  Union  Iron  Works 
in  San  Francisco,  and  which  steamed  a  distance  of 
more  than  half  round  the  globe,  without  loosening  a 
bolt  or  starting  a  rivet,  and  arrived  at  her  post  off 
the  Island  of  Cuba  prepared  to  perform  any  service 
required  of  her,  and  then  having  given  a  most  satis- 
factory account  of  herself  on  that  memorable  third 
of  July,  1898,  off  Santiago,  she  steamed  back  to  the 
Pacific,  and  without  any  unnecessary  delay  crossed 
that  great  ocean  to  join  Admiral  Dewey's  fleet  at 
Manila.  On  her  arrival  there  the  Secretary  of  the 
Navy  received  one  of  those  condensed  messages,  for 
which  the  Admiral — who  has  shed  undying  lustre 
upon  the  name  of  the  American  Navy — is  so  noted, 
which  read  as  follows  : 

"Manila,  March  18,  1899. 

"  The  Oregon  and  Iris  arrived  to-day.  The  Oregon 
is  in  fit  condition  for  any  duty.  Dewey." 

These  demonstrations  of  what  American  shipbuild- 
ers can  accomplish,  created  a  desire  on  the  part  of 
every  naval  power  in  the  world  for  ships  of  the 
haracter  of  the  Oregon,  and  the  logical  conclusion 


of  thinking  people  was  that  if  we  could  build  ships 
like  the  Oregon,  anything  else  that  we  built  must  be 
of  a  superior  quality,  and  the  demand  for  American 
manufactures  began  to  increase  and  is  increasing 
with  each  day  until  ,thousands  of  our  factories  are 
now  running  night  and  day,  and  business  in  the 
United  States  was  never  in  a  more  prosperous  con- 
dition than  it  is  in  these  October  days  of  1899. 

Trade  and  the  Flagf. 

It  has  been  said  by  a  great  American  writer  that 
"Trade  follows  the  flag."  Recent  events  have 
placed  our  flag  upon  the  Islands  of  the  Pacific,  di- 
rectly in  the  natural  track  between  the  Pacific  coast 
of  the  United  States  and  Japan  and  China,  and  as  we 
contemplate  our  growing  commerce  with  these  old 
nations,  we  are  reminded  of  the  prophetic  statement 
made  at  the  completion  of  the  first  continuous  line 
of  railroad  between  the  Atlantic  and  Pacific  Oceans, 
by  the  joining  of  the  Union  and  Central  Pacific 
Railroads,  more  than  thirty  years  ago,  by  that 
prophet  of  his  time,  Thomas  H.  Benton,  who,  stand- 
ing on  the  summit  of  the  Rocky  Mountains  and 
pointing  towards  the  Pacific  Ocean  said  :  "  There  is 
the  East ;  there  is  India." 

Previous  to  the  construction  of  this  artery  of 
commerce,  the  route  to  India  had  been  by  the  way 
of  our  Atlantic  sea  ports  and  Europe,  but  with  the 
completion  of  our  transcontinental  system  of  rail- 
ways, the  route  was  changed,  and  a  better  way  was 
found  by  way  of  the  Pacific  seaports  and  the  Pacific 
Ocean. 

Out  Commerce  in  the  Orient* 

There  are  some  who  seem  to  think  that  we  might 
get  along  without  trade  with  China,  and  that  it  is  a 
new  fangled  idea  that  Chinese  trade  can  especially 
benefit  the  United  States. 

Commerce  with  China  began  one  hundred  and  fif- 
teen years  ago,  the  first  vessel  sailing  from  New 
York  on  Washington's  Birthday  in  the  year  1774. 
This  vessel  returned  to  New  York  May  11th,  1775. 
The  success  of  the  venture  was  such  as  to  warrant 


its  repetition,  and  from  that  day  to  this,  trade  be- 
tween the  United  States  and  China  has  continued 
without  material  interruption  until  it  is  now  greater 
in  importance  and  value  than  that  of  any  other 
nation  trading  with  China,  with  the  single  exception 
of  Great  Britain.  If  we  are  to  continue  as  one  of 
the  great  nations  of  the  world,  we  can  hardly  afford 
to  ignore  a  country  that  comprises  one-twelfth  of 
the  land  area  and  nearly  one-fourth  of  the  popula- 
tion of  the  globe. 

Change  in  Sentiment. 

At  times  there  have  been  periods  of  legislation  in 
the  United  States  adverse  to  the  great  transporta- 
tion interests  of  the  country,  almost  invariably  the 
result  of  a  misunderstanding  of  the  real  situation, 
and  the  hasty  legislation  of  such  times  has  usually 
been  repealed  upon  the  sober  second  thought  of  the 
people,  for  in  the  language  of  our  great  Lincoln: 
"You  can  fool  all  the  people  some  of  the  time,  some 
of  the  people  all  the  time,  but  you  can't  f  pol  all  the 
people  all  the  time." 

A  striking  illustration  of  the  change  in  sentiment 
which  has  taken  place  in  the  public  mind  in  regard 
to  railroads,  is  the  recent  election  by  the  Legislature 
of  New  York  to  the  United  States  Senate  of  the 
Honorable  Chauncey  M.  Depew,  a  man  whose  whole 
life  has  been  spent  in  the  closest  association  with 
the  transportation  interests  of  the  country.  This 
event  is  especially  significant,  and  marks  a  new  era 
in  the  history  of  our  country — an  era  of  better 
understanding  and  closer  and  more  amicable  relations 
between  the  commercial,  agricultural  and  industrial 
interests  and  the  transportation  interests  of  the 
United  States. 

Its  Peculiar  Significance. 

The  election  of  so  prominent  a  representative  of 
the  transportation  interests  of  America  to  one  of 
the  highest  political  positions  in  the  gift  of  the 
people,  came  with  peculiar  significance  in  the  same 
week  and  almost  on  the  same  day  that  two  of  the 
imperial  governments  of  Europe  gave  to  the  world 


their  endorsement  of  the  idea  that  modem  trans- 
portation facilities  form  the  surest  foundation  upon 
which  to  build  and  sustain  a  nation. 

Germany  Extends  its  Railroads  and  Praises  Ours^ 

The  Emperor  of  Germany  in  his  speech  to  the 
Prussian  Diet,  in  January  last,  did  not  lay  the  great- 
est stress  upon  the  necessity  for  increasing  the 
army,  or  for  the  construction  of  additional  ships  for 
the  navy,  but  he  did  impress  upon  his  hearers  the 
great  importance  of  extending  the  railroads  and  the 
navigable  canals. 

In  order  that  the  German  nation  might  have  know- 
ledge of  the  most  advanced  theories  and  practice  in 
the  construction  and  operation  of  railways,  an  Im- 
perial German  Commission  was  sent  to  the  United 
States  a  short  time  ago,  for  the  purpose  of  examining 
American  Railways  and  making  such  recommendations 
as  their  investigation  should  suggest. 

In  the  report  of  this  commission,  which  was  re- 
cently published,  one  of  the  first  sentences  is  as 
follows:  ''Lack  of  speed,  lack  of  comfort,  lack  of 
cheap  rates,  are  the  charges  brought  against  the  Ger- 
man Empire's  railways,  as  compared  with  those  of  the 
United  States."  They  recommended  the  adoption 
of  many  of  our  methods,  explaining  in  their  report 
that  they  were  far  superior,  not  only  to  those  in 
vogue  in  Germany,  but  also  superior  to  those  of  any 
other  country. 

Influence  of  Railroads  in  Russia* 

The  Budget  of  the  Russian  Empire  for  1899  dis- 
closes the  almost  incredible  efforts  in  railway  exten- 
sion that  the  imperial  government  of  the  Czar  is 
putting  forth;  in  this  year  alone,  one  hundred  and 
nine  million  roubles  will  be  devoted  entirely  to  the 
railways,  and  during  the  past  twelve  years  four  hun- 
dred and  twenty-five  million  roubles  have  been  thus 
expended. 

The  immense  sums  which  the  Russians  are  devoting 
to  the  extension  of  their  railways  entirely  overshadow 
the  demands  ot  both  the  army  and  navy. 

lO 


RaiI]*oad  Men  in  the  Cabinet  of  the  Czar* 

It  is  a  fact  not  generally  known  that  the  two  men 
who  are  nearest  to  the  Czar  of  Russia,  and  who,perhaps, 
have  a  greater  influence  than  any  others  m  shaping 
the  commercial  policy  of  the  present  government  of 
that  great  empire  are,  M.  de  Witte,  the  Imperial 
Minister  of  Finance,  who,  sixteen  years  ago  was  a 
station  agent  at  a  small  town  on  one  of  the  railways 
of  Russian  Poland;  the  other  is  Prince  Michel  Hilkoff, 
who,  when  little  more  than  a  boy,  left  St.  Petersburg 
to  seek  his  fortune,  learned  mechanical  engineering 
in  the  City  of  Philadelphia,  and  who  is  to-day  the 
Imperial  Minister  of  Railways  of  the  Russian  Empire, 
and  a  member  of  the  Cabinet  of  the  Czar. 

China  Joins  the  Army  of  Progress* 
More  than  twenty  years  ago  one  of  the  Imperial 
Ministers  of  China,  in  a  report  to  the  Emperor  and 
Empress,  urged  upon  them  the  construction  of  a 
system  of  railways  from  their  principal  ports  to  the 
interior  of  the  empire.  In  his  report  he  used  this 
significant  sentence: 

"Japan,  which  is  a  mere  speck  upon  the  map,  is 
building  railways,  and  her  people  are  being  benefited 
thereby.  Should  not  your  Celestial  Empire,  which 
comprises  one-twelfth  of  the  land  area,  and  one- 
quarter  ot  the  population  of  the  globe,  do  as  well 
as  this  handful  of  people  among  the  islands  of  the 
sea?" 

To-day  this  suggestion  is  being  carried  out,  and 
railroads  are  being  constructed  in  a  dozen  different 
directions  in  China. 

Railroads  Supersede  Canals^ 

One  hundred  years  ago  the  Governor  of  the  great 
State  of  New  lork  advised  his  friends  not  to  invest 
theii  money  or  waste  their  time  in  aiding  the  build- 
ing of  railroads,  expressing  the  opinion,  that  while 
it  was  possible  that  improved  methods  of  construc- 
tion and  perfected  m.achinery  might,  in  the  remote 
future,  enable  the  people  to  move  a  car  upon  a  rail- 
road at  the  rate  of  five  or  six  miles  per  hour  he  did 
11 


not  believe  that  they  could  ever  be  made  of  material 
advantage,  and  that  any  attempt  to  transport 
passengers  and  freight  by  railroad,  from  one  part  of 
the  country  to  another,  must  result  in  endless  confu- 
sion and  loss.  The  Governor  died  in  the  belief  that 
the  canal  was  the  only  means  of  conveyance  for  a 
great  commerce. 

Notwithstanding  his  prediction,  the  railroads  have 
grown  to  such  vast  proportions,  that  to-day  the 
world's  entire  stock  of  money,  gold,  silver  and  paper, 
would  not  purchase  one-third  of  its  railroads. 

The  building  of  the  Erie  Canal,  extending  from 
Buffalo  to  Albany,  a  distance  of  363  miles,  was  com- 
menced July  4th,  1817.  It  was  completed  in  1825 
at  a  cost  of  $7,602,000.00.  In  1896  the  State  of 
New  York  appropriated  $9,000,000.00  for  enlarging 
and  improving  this  canal,  and  a  few  figures  from  the 
State  Report  on  Canals  may  be  of  interest  in  this 
connection: 

Reliable  statistics  of  its  traffic  are  not  obtainable 
for  the  earlier  years  of  its  operation,  but  in  accord- 
ance with  the  last  Annual  Report  of  the  Superinten- 
dent of  Public  Works  of  the  State  of  New  York,  we 
find  that  the  tonnage  of  all  the  property  carried  on 
all  the  canals  in  both  directions,  in  1837  was  1,171, 
296  tons  valued  at  $55,809,288.00. 

The  tonnage  and  the  value  increased  until  1872, 
when  it  amounted  to  6,673,370  tons,  valued  at 
$220,913,321,00. 

From  1872,  the  tonnage  and  the  value  of  the 
property  carried  decreased,  until  in  1897  there  was 
only  3,617,804  tons  carried,  with  a  value  of  $96, 
063,338.00. 

This,  in  face  of  the  fact  that  the  receipts  of  grain 
and  flour  at  Buffalo  had  increased  from  1,184,685 
bushels  in  1837  to  242,140,306  bushels  in  1897. 

Decline  in  Canal  Traffic^ 

The  greatest  number  of  new  boats  registered  as 
operating  on  the  canals  in  a  single  year  was  in  1862, 
when  there  were  850  new  boats.  In  the  year  1897 
there  were  only  16  new  boats  registered.     You  will 

12 


wonder  what  has  caused  the  abandonment  of  several 
canals  in  the  State  of  New  York,  and  the  steady  de- 
cline in  the  commerce  passing  through  the  Erie 
Canal. 

There  are  three  general  causes  for  these  results. 
The  first  is  the  great  reduction  in  the  rates  of  freight 
by  the  railroads  in  the  United  States,  and  notably  in 
the  State  of  New  York.  The  second  cause  is  the 
marvelous  development  of  the  motive  power  and 
rolling  stock  of  American  railways.  Less  than  a 
quarter  of  a  century  ago,  upon  the  average  American 
railroad,  the  capacity  of  a  freight  car  was  twenty 
thousand  pounds;  the  capacity  of  a  freight  engine 
was  from  twenty  to  thirty  of  such  cars  to  the  train. 

To-day,  on  the  New  York  Central,  whose  six  tracks 
run  alongside  the  Erie  Canal  for  the  entire  distance 
from  Buffalo  to  Albany,  the  capacity  of  the  grain  cars 
is  from  sixty  to  sixty-six  thousand  pounds,  and  a 
locomotive  of  the  latest  type  will  haul  from  seventy- 
five  to  ninety  such  cars  loaded  to  their  full  capacity. 
It  is  not  an  infrequent  occurrence  for  a  single  engine 
to  haul  through  the  Mohawk  Valley,  beside  the  Erie 
Canal,  eighty-five  to  ninety  thousand  bushels  of  grain 
in  a  single  train.  The  same  engine  will  haul  from 
one  hundred  and  ten  to  one  hundred  and  twenty-five 
empty  cars.  When  you  consider  that  in  the  busy 
season  there  are  from  seventy-five  to  one  hundred 
such  trains  a  day  passing  over  the  New  York  Central 
alone,  you  will  get  some  conception  of  the  situation. 

Export  Trade  Requires  Fast  Time* 

The  third  cause  for  the  failure  of  the  canals  is  the 
general  demand  of  the  American  public  for  quick 
time.  A  shipper  having  a  hundred  thousand  barrels 
of  flour,  or  a  million  bushels  of  grain  for  export, 
must  move  it  from  Buffalo  to  New  York  within  a 
specified  time,  and  he  cannot  risk  the  slow  process 
of  the  canal. 

Railroads  Essential  to  Progress. 

In  a  recent  address  before  the  Chamber  of  Com- 
merce of  Rochester,  N.  Y.,  I  cited  this  illustration 

13 


of  the  difference  between  modem  railway  transporta- 
tion and  transportation  by  canal. 

In  1822  Thurlow  Weed,  one  of  the  great  news- 
paper men  of  his  day,  wrote  of  what  is  now  the  City 
of  Rochester,  as  follows: 

"Rochester  is  a  straggling  village  containing  about 
half  a  hundred  inhabitants,  but  it  is  a  go-a-head 
place,  and  from  its  advantages  is  destined  to  become 
an  important  inland  town." 

At  that  time  Rochester's  only  means  of  transpor- 
tation was  the  Erie  Canal,  and  the  difference  between 
the  insignificant  village  of  Rochester  in  1822  and 
the  magnificant  City  of  Rochester  of  to-day,  is  the 
difference  of  its  transportation  facilities,  and  this 
difference  is  graphically  shown  by  a  comparison  of 
the  canal  packet  towed  by  a  mule  at  the  rate  of  4 
miles  an  hour  and  the  Empire  State  Express,  thun- 
dering through  the  Genesee  Valley  at  a  speed  of  60 
miles  an  hour. 

Influence  of  Railway  Advertising* 

American  Railway  management  is  always  alert  and 
ready  to  take  advantage  of  every  opportunity  for 
extending  the  commerce  of  the  country,  and  railway 
men  are  among  the  very  first  to  seize  upon  each  coign 
of  vantage.  "Within  a  week  from  the  day  that 
the  Paris  Peace  Commission  adjourned,  more 
than  one  American  railway  had  ordered  the  re-en- 
graving of  its  maps  to  include  the  West  Indies,  the 
Hawaiian  Islands  and  the  Philippines.  The  descrip- 
tion of  the  beauty  of  our  American  lakes  and  valleys, 
the  magnificence  of  our  rivers,  the  grandeur  of  our 
mountains,  the  fertility  of  our  soil,  the  wealth  of  our 
mineral  resources  and  the  superiority  of  our  manufac- 
tures, with  which  our  railroad  advertising  is  filled, 
hab  been  ol  incalculable  value  to  the  export  trade  of 
the  United  States.  It  has  induced  thousands  of 
foreigners  to  visit  every  section  of  our  country  who 
otherwise  would  never  have  come  here.  It  has  been 
the  means  of  the  investment  in  the  United  States 
of  untold  millions  of  foreign  capital.     It  has  been 

X4 


one  of  the  strongest  aids  to  tlie  expansion  of  American 
commerce  in  every  direction. 

Marvelous  Increase  in  American  Exports. 

The  general  effect  upon  our  export  trade  of  the 
increased  facilities  afforded  by  American  railways  is 
shown  in  the  marvelous  increase  in  our  exports, 
which  are  now  the  largest  in  our  history.  The  in- 
crease for  the  eight  months  ending  with  August, 
1899,  being  twelve  million  dollars. 

A  Century  of  Marvels. 

Mr.  Chairman,  we  are  approaching  the  end  of  the 
nineteenth  century,  a  century  which  Henry  Drum- 
mond  said  :  "  Has  added  more  to  the  sum  of  human 
learning  than  all  the  centuries  that  have  passed." 

A  few  examples  of  the  achievements  of  American 
railroads  in  a  little  more  than  half  a  century,  and 
many  of  them  within  the  last  twenty-five  years,  can- 
not be  inappropriate. 

Before  the  railroads  were  built,  it  took  a  week  to 
go  from  New  York  to  Buffalo,  nearly  three  weeks 
from  New  York  to  Chicago ;  and  at  that  time  no 
man  would  have  thought  of  making  a  trip  from  New 
York  to  the  Pacific  Coast,  except  a  few  of  the  hardi- 
est pioneers,  and  when  on  such  an  occasion  the  good- 
byes were  said,  it  was  expected  on  both  sides  that  it 
would  be  forever.  If  to-morrow  night  you  should 
place  a  letter  on  the  Pacific  and  Oriental  mail  train 
which  leaves  New  York  at  9.15,  you  may  be  sure 
that  your  correspondent  in  San  Francisco  will  be 
reading  it  next  Monday  night — four  days  from  New 
York. 

The  framers  of  our  Constitution  would  have  con- 
sidered a  man  entirely  beside  himself,  who  would 
have  suggested  such  a  possibility. 

What  the  Railroads  Have  Accomplished. 

In  1875  the  States  east  of  the  Missouri  River  were 
sending  food  and  clothing  to  the  starving  people  of 
Kansas. 

Thanks  to  the  facilities  afforded  by  the  railroads 

15 


the  corn  crop  of  Kansas  this  year  is  three  hundred 
and  forty  million  bushels. 

It  seems  but  a  very  few  years  since  I  made  my 
first  trip  to  Colorado,  and  stopped  on  my  way  at  the 
home  of  Buffalo  Bill,  at  North  Platte,  Nebraska,  on 
the  Union  Pacific.  At  Ogalalla,  fifty-one  miles  west 
of  North  Platte,  the  Sioux  Indians  were  roaming 
over  the  prairies  and  making  more  or  less  trouble 
for  the  early  settlers  who  ventured  so  far  out  of  the 
beaten  paths  of  civilization.  The  Nebraska  corn 
crop  this  year  covers  eight  million  acres,  and  the 
yield  is  two  hundred  and  ninety  million  bushels. 

Previous  to  the  construction  of  the  Northern 
Pacific,  the  Great  Northern,  Northwestern,  St.  Paul, 
Burlington,  Rock  Island,  and  other  railways  that 
traverse  that  wonderful  region  known  as  the  "wheat 
belt,"  there  was  nothing  to  be  seen  but  prairie  grass 
and  an  occasional  band  of  untamed  savages. 

Minnesota  this  year  will  ship  ninety  million  bushels 
of  wheat.  South  Dakota  forty-five  million  bushels, 
North  Dakota  sixty-five  million  bushels  and  Montana 
four  million  bushels. 

Development  of  the  Pacific  CoslsU 

In  1849  there  came  across  the  continent  reports 
of  the  discovery  of  gold  in  California,  but  the  only 
means  of  reaching  its  Golden  Gate  was  by  sea  around 
Cape  Horn,  or  the  long  and  perilous  journey,  with  ox 
teams,  across  the  plains,  including  what  was  then 
styled  in  our  geographies  the  American  desert,  and 
through  the  hazardous  mountain  passes  of  the  west- 
ern part  of  the  continent. 

The  completion  of  the  Pacific  railroads  changed 
all  this  and  opened  new  fields  for  all  kinds  of  enter- 
prises, in  an  unexplored  territory  stretching  over 
more  than  two  thousand  miles  to  the  west,  north- 
west and  southwest  of  the  Mississippi  River,  the  pro- 
ducts of  which  region  were  practically  valueless 
until  the  means  of  transporting  them  were  provided 
by  the  railroads. 

The  wheat  crop  of  California  this  year  is  37,000, 
000   bushels.     The  largest  crop  ever   produced  in 

16 


California  was  in  1880,  when  owing  to  exceptionally 
favorable  weather  conditions  that  State  produced 
63,000,000  bushels. 

The  gold  output  of  California  for  the  year  1899  is 
estimated  at  $16,000,000. 

The  vineyards  and  orange  groves  of  California 
would  be  of  practically  little  value  were  it  not  for 
the  fact  that  the  railroads,  by  their  trains  of  re- 
frigerator and  ventilated  fruit  cars,  make  it  possible 
to  transport  the  products  of  her  fertile  valleys  to  all 
sections  of  the  country. 

It  seems  but  yesterday  that  the  railroads  were 
completed  into  Portland,  Oregon,  Tacoma  and  Seattle, 
Washington,  and  it  is  marvelous  that  for  the  year 
ended  June  30,  1899,  there  was  exported  from 
the  Columbia  River  Valley  16,000,000  bushels  of 
wheat,  and  from  the  Puget  Sound  region,  10,000,000 
bushels. 

Oregon  and  Washington  form  the  northwest  cor- 
ner of  the  territory  of  the  United  States,  south  of 
the  line  of  British  Columbia,  and  are  directly  on  the 
route  to  our  extreme  northwest  possession,  Alaska. 

The  wheat  crop  of  the  States  of  Oregon  and 
Washington  for  the  year  1899  is  48,600,000  bushels. 

There  were  exported  during  the  year  ended  June 
30th,  1899,  from  the  Columbia  River  direct  to 
foreign  ports,  1,100,000  barrels  of  flour,  and  from 
Puget  Sound  points  800,000  barrels. 

'Colorado,  which,  with  its  inexhaustible  mines  of 
gold,  silver,  lead,  iron  and  coal,  forms  almost  an 
empire  in  itself,  will  produce  this  year  of  1899  of 
gold,  $24,000,000  ;  of  silver,  $14,200,000  ;  of  lead, 
$4,400,000,  in  addition  to  a  magnificent  crop  of 
wheat,  fruit  and  vegetables. 

Thanks  to  her  railroad  facilities  Montana  is  to- 
day the  richest  mineral  region  of  its  size  in  the  world. 
The  latest  published  statistics — those  of  1897 — give 
the  mineral  output  of  Montana  as  $54,000,000. 

Without  railroads,  Kansas,  Nebraska,  Minnesota, 
North  and  South  Dakota,  Montana,  Colorado,  Cali- 
fornia, Oregon  and  Washington  would  still  be  the 
home  of  savages. 

17 


Service  of  American  Railroads* 

It  is  beyond  question  that  American  railroads  to- 
day furnish  the  best  service  in  the  world,  at  the 
lowest  rates  of  fare,  at  the  same  time  pajdng  their 
employees  very  much  higher  wages  than  are  paid 
for  similar  service  in  any  other  country  on  the 
globe. 

In  the  United  States  the  first  class  passenger  fares 
last  year  averaged  1.98  cents  per  mile,  although  on 
some  large  railways  the  average  was  several  mills 
less  than  two  cents  per  mile  ;  in  England  the  first- 
class  fare  is  four  cents  per  mile ;  third  class  fare 
for  vastly  inferior  service  is  two  cents  per  mile,  but 
only  on  certain  parlimentary  trains. 

In  Prussia,  the  first  class  fare  is  3  cents  per  mile  ; 
in  Austria,  3.05  cents  per  mile  ;  and  in  France,  3.36 
cents  per  mile. 

Our  passenger  cars  excel  those  of  foreign  countries 
in  all  that  goes  to  make  up  the  comfort  and  conve- 
nience of  a  journey. 

Our  sleeping  and  parlor  car  system  is  vastly  supe- 
rior to  theirs  ;  our  baggage  system  is  infinitely 
better  than  theirs  and  arranged  upon  a  much  more 
liberal  basis.  American  railroads  carry  150  pounds 
of  baggage  free,  while  the  German  roads  carry 
only  55  pounds  free. 

The  lighting  of  our  trains  is  superb,  while  the 
lighting  of  trains  on  most  foreign  lines  is  wretched. 

Some  Strikingf  Examples* 

I  may  be  pardoned  for  citing  two  examples  of 
what  I  mean  by  the  unsurpassed  passenger  train 
facilities  of  American  railways. 

A  single  locomotive  recently  hauled  a  passenger 
train  of  sixteen  cars,  nine  of  which  were  sleeping 
and  parlor  cars,  from  New  York  to  Albany,  a  dis- 
tance of  143  miles,  in  three  hours  and  15  minutes, 
which  is  44  miles  per  hour,  and  is  the  regular  sched- 
ule time  of  this  train.  The  train  weighed  1,832,000 
pounds,  and  was  1,212  feet,  or  nearly  a  quarter  of  a 
mile  long. 

18 


The  Empire  State  Express  has  for  years  been 
making  the  run  from  New  York  to  Buffalo,  440  miles 
in  eight  hours  and  15  minutes,  an  average  speed  of 
53  1-3  miles  an  hour,  including  four  stops — two  of 
them  for  changing  engines — and  28  slow-downs,  on 
account  of  running  through  incorporated  towns  and 
cities. 

For  one  stretch  of  22  miles,  another  of  17  miles, 
another  of  16  miles,  and  another  of  60  miles,  the 
regular  schedule  time  is  exactly  60  miles  an  hour. 

For  one  stretch  of  12  miles  it  is  63.40  miles  an 
hour.  For  another  stretch  of  nearly  ten  miles,  it 
is  64.86  miles  an  hour. 

The  weight  of  this  train  is  608,000  pounds,  and  it 
has  a  seating  capacity  for  248  passengers. 

These  are  some  of  the  achievements  of  American 
railways  in  passenger  service  that  have  not  been 
approached  in  any  other  country  on  the  globe,  and 
in  my  opinion  it  is  achievements  of  this  character 
that  have  made  it  possible  for  the  United  States  to 
expand  its  commerce  with  such  astounding  rapidity. 

The  fact  that  American  passenger  service  attracts 
the  attention  of  people  of  every  other  country  who 
visit  our  shores  is  demonstrated  by  the  desire  of  all 
foreigners  to  ride  on  the  Empire  State  Express — the 
fastest  long-distance  train  in  the  world — and  the 
further  desire  to  examine  the  magnificent  machines 
that  haul  our  great  trains. 

Extent  of  American  G)mmerce, 

The  extent  of  our  commerce,  both  domestic  and 
foreign,  may  well  astonish  the  representatives  of 
other  lands  who  visit  us  for  the  first  time,  but  the 
extent  of  the  territory  of  the  United  States  made 
possible  by  the  negotiations  of  Admiral  Dewey  in 
May,  1898,  supplemented  by  those  of  the  Peace 
Commission  at  Paris,  will  surprise  our  own  people,  as 
well  as  our  cousins  from  across  the  water 

We  thought  before  the  purchase  of  Alaska  that 
our  territory  was  large,  but  what  vistas  of  commer- 
cial enterprise  present  themselves  to  us  as  we  con- 

19 


template  the  fact  that  it  is  3,144  miles  from  San 
Francisco  to  St.  Michaels,  Alaska,  where  an  empire 
in  extent  awaits  development  by  American  capital 
and  energy — and  that  it  is  7,729  miles  from  San 
Francisco  to  Manila  on  the  Island  of  Luzon,  and  that 
this  is  only  one  of  hundreds  of  rich  islands  that 
await  similiar  development.  Nor  overlooking  the 
Hawaiian  Islands  which  lie  in  our  new  ocean  pathway. 

Saturday  afternoon  last  a  United  States  cruiser 
left  New  York  for  Manila,  via  the  Suez  Canal,  and 
the  Sunday  papers  stated  it  would  take  her  three 
months  to  reach  her  destination. 

Railroad  men  will  be  interested  in  knowing  that 
the  Manila  and  Dagupan  Railroad  on  the  island  of 
Luzon,  which  is  the  principal  one  of  our  Philippine 
group,  is  laid  upon  mahogany  ties,  the  road  passing 
through  forests  of  that  valuable  wood  and  over  in- 
exhaustable  beds  of  coal  and  other  rich  minerals. 
Shall  we  wonder  then  that  American  railroads  are 
seeking  connections  that  will  secure  a  portion  of  the 
commerce  that  must  come  from  the  development  of 
this  rich  region,  which  has  so  recently  been  added 
to  the  territory  of  the  United  States? 

Trade  Follows  the  FIa§f« 

If  it  is  true  that  "trade  follows  the  flag,"  then 
with  co-operation  and  reciprocity  between  the  great 
transportation  interests  of  the  United  States  and 
the  commercial  and  industrial  interests  of  our 
Republic,  and  with  proper  encouragement  given  to 
American  shipping,  our  commerce  should  be  as  diver- 
sified as  are  the  products  of  our  soil,  our  mines  and 
our  mills;  and  our  export  trade  should  reach  every 
mart  on  the  earth,  and  should  flourish  on  every  sea 
and  river  where  vessels  ply;  for,  since  the  almost 
miraculous  events  in  Manila  Bay  and  off  Santiago,  we 
may  paraphrase  the  sentiment  of  Joaquin  Miller  in 
regard  to  Colorado  and  say  of  our  flag,  "it  floats 
forever  in  the  sun." 


20 


ILLUSTRATED  CATALOGUE 

OF  THE 

^'FOUR-TRACK  SERIES/^ 


A  BOOK  OF  BOOKS 
FOR  TRAVELERS. 


^2^^       ^2^       t2^ 


'roUR-TRACK  SCRICS. 
NO.  18. 


A  copy  of  the  Illustrated  Catalogue  of  the  *'  Four 
Track  Series  "  is  an  essential  part  of  the  equipment 
of  every  traveler.      It  is  beautifully  printed  on 

coated  paper,, and  in 
addition  to  a  brief 
review  of  the  various 
books  and  etchings 
comprised  in  the  se- 
ries, it  contains  ^ 
half-tone  reproduc- 
tion on  a  small  scale 
of  the  title  page  of 
each  book,  and  the 
subject  of  each  etch- 
ing. 

A  copy  will  be  sent 
free,  post-paid,  to 
any  address  on  re- 
ceipt of  a  one-cent 
stamp,  by  George  H,  Daniels,  General  Passenger 
Agent,  Grand  Central  Station,  New  York. 

21 


''FOUR    TRACK .  SERIES/^ 

No.  2. 

The  Railroad  and  the  Dictionary. 


'rOUB-THACK    SERIES. 


iiiiiiiiiiiiiiiiiriiiiiiimi 


iiiiiii.iiiiiiiiiiniiiiiiiiiiiiiiiiiiiiim.rniiv 


THE 

RAILROAD 


"Life's  stream  liurries  all  too  fast ; 
In   vain,   sedate   reflections  we 

would  make. 
When  half  our  knowledge   we 
must  snatch,  not  take." 

—Pope. 


AND  THE 

DICTIONARY 


PgSSUED  By  THE  NEW  YORK  CENTRAL       I 
Bg  &  HUDSON     RIVER     RAILROAD 
Kul  BY  ARRANGEMENT    WITH    THE 
PUBLISHERS  or  THE  CENTURY  DICTIONARY.       ±  : 


]iiiiini;iiiin!!!'!!!'!:!i! 


"AMERICAS  GREATEST  DICTIONARY**: 

:iiiiiiim!iui!'!!;;^''-:'--'i':;i;:afflj:  ■ 


A  very  useful  little  book, 
particularly  to  students  and 
teachers.  The  railroad  now 
occupies  so  important  a  place 
in  the  world  of  commerce  and 
of  letters,  that  a  knowledge 
of  railroad  terms  is  essential 
to  almost  every  one. 

In  this  small  work  may  be 
found  the  definitions  of  a 
great  many  technical  expres- 
sions in  common  use;  also  an 
interesting  article  on  railroad 
bridges.  The  book  is  illus- 
trated with  cuts  of  the  various 
appliances  used  in  the  con- 
struction and  operation  of 
modern  railroads,  among 
which  is  a  complete  diagram 
of  a  passenger  engine  with 
all  the  parts  named.  The 
characteristics  of  different 
styles  of  American  and  foreign  locomotives  are  also  pointed  out. 

It  will  be  observed  that 
the  cover  lettering,  color  of 
ink  and  paper  follow  closely 
the  design  of  the  Century 
Dictionary  cover.  Its  center- 
piece is  a  fac-simile  repro- 
duction of  the  Century  Dic- 
tionary in  combination  with 
a  cut  of  the  world-famous 
Empire  State  Express  of  the 
New  York  Central. 

Among  the  illustrations 
are  full  page,  half-tone  en- 
gravings of  the  new  fast 
passenger  engines  of  the 
New  York  Central,  and  the 
interior  of  a  parlor  car.    ,  j^  Signal  Tower. 

Sent  free  to  any  address,  post-paid,  on  receipt  of  a  1-cent  stamp. 
22 


Cover  Copyrighted  by 
Geo.  H.  Daniels,  Gen'l  Pass'r  Agt. 


'^FOUR-TRACK   SERffiS/^ 

No.  i. 

The  Luxury  of  Modern  Railway  Travel. 


FOUR-TRACK    SERIES.' 
NO.    1. 


A»  •X.USTMATCO    BY  THC 

(i!istrAIa 


riT®- 


af,i  (onneetionj 


"  We  are  advertised  by  our  loving 
friends." 

Shakespeare. 

This  is  one  of  the  most  beau- 
tiful books  of  the  kind  ever 
published ;  it  has  thirty-two 
pages,  narrow  octavo,  printed  in 
several  colors,  on  heavy  coated 
paper;  contains  twenty-two 
illustrations,  a  map  of  the  route 
and  a  diagram  of  a  modern  Wag- 
ner vestibuled  train  of  five  cars, 
twenty-four  inches  long. 

This  handsome  little  brochure, 
presents,  in  an  attractive  and  in- 
teresting manner,  the  perfection 
to  which  modern  means  of  travel 
have  attained,  and  contains  use- 
ful information  for  every  trav- 
eler and  every  person  interested 
in  the  development  of  one  of  the 
most  important  agencies  of  nine- 
teenth century  civilization. 

The  frontispiece  is  a  handsome 


half-tone  engraving  of  the 
standard  passenger  locomo- 
tive of  the  New  York  Cen- 
tral, which  towers  like  a 
Gulliver  above  the  two  men 
— in  comparison,  Lilliputi- 
ans— ^who  stand  at  its  side. 
The  buffet  and  cafe  cars,  th- 
interior  of  a  sleeping  car, 
the  interior  of  a  compart- 
ment car,  a  parlor  car  and  a 
dining  car,  are  all  elegantly 
pictured. 

The  text  of  the  book  is  an 
illustration   of  the   highest 
style  of  typographical  art. 
^nt  free  to  any  address,  post-paid,  on  receipt  of  a  1-cent  stamp. 


Interior  of  Wagner  Palace 
Sleeping  Car. 


23 


"FOUR-TRACK 

No.  25. 


SERIES." 


A   MESSAGE   TO   GARCIA. 


'rOUR*TRACK  .SEAICS. 
NO-  26. 


A  MESSAGE 


To  GARCIA 


^ 


A  prominent  New  YorlT 
detgyman  tays  of  "  A 
Mettagc  to  Garcia,"  "  It 
it  gotpel  trnth  every 
word  of  it.  ItJ  publica- 
tion wilL  do  great  good." 


IN  EXPLANATION. 

Thb  imall  preadunent  by  ElbcH  Hubbard 
wai  bnX  printed  in  the  Philistine'  Magazine  for 
March,  1899.  It  was  then  done  into  a  booiLlct 
by  the  Roycroften  at  the  Roycroft  Shop,  which 
J>  In  East  /  urara.  Eric  County,  N(W  York, 
U.&A. 

Having  received  to  many  requests  frora 
Clergymen,  Teachers  and  others  interested  in 
I  he  education  of  the  young  for  copies  of  "A 
Message  to  Garcia,"  «re  have  decided,  after 
securing  the  kind  permission  of  the  author, 
to  make  it  one  of  our  "FOUR -TRACK 
SERIES,"  which  Is  an  educational  as  well  as 
a  travel  senes,  and  to  print  it  in  editions  of  one 
hundred  thousand  until  the  demand  is  nipplicd. 
It  h  lakes  the  entire  Twentieth   Century   to 


GEOROE  H.  PANELS, 

Cental  Passenger  Agent, 


This  little  brochure  con- 
tains a  homily  or  "preach- 
ment," written  by  Mr.  Elbert 
Hubbard,  editor  of  the  "Phil- 
istine Magazine,"  ol  East 
Aurora,  Erie  Co.,  New  York, 
and  published  in  the  March, 
1899,  number  of  that  peri- 
odical. 

IL  contains  about  as  much 
practical  wisdom  as  could  be 
well  printed  in  this  small 
space,  and  should  be  read  by 
every  young  man  or  woman 
entering  upon  a  business 
career,  and  by  those  who 
need  enlightenment  as  to 
their  duties  and  the  best  way 
to  perform  them. 

It  also  contains  a  map  of 
the  New  York  Central  Lines, 
and  a  number  of  very  fine 
half-tone  illustrations,  prom- 
inent among  which  are  the 
United  States  Battleship 
"Oregon"  and  Cruiser 
"  Raleigh." 

Sent  free,  post-paid  to  any 
address  in  the  world,  on  re- 
ceipt of  a  postage  stamp  is- 
sued by  any  country  on  the 
globe,  or  it  will  be  sent  in 
packages  of  100  each,  on 
receipt  of  fifty  cents  for 
each  100,  to  cover  express 
charges. 


Copyright,  1898,  by  J.  C.  Hemment. 
United  States  Battleship  "Oregon,' 

24, 


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4 


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